Fuel feeding system



4 Sheets-Sheet 1 April 3, 1945.

- A. c. ALLEN 2,372,700,

FUEL FEEDING SYSTEI Filed July 29, 1941 4 Sheets-Sheet 2 I 'v \Q 5 ,Y a Q 1 w n fag Wk w I E 3 3 April 1945- A. c. ALLEN 2,372,700

FUEL FEEDING SYSTEM Filed July 29, 1941 4 Sheets-Sheet 3 \9 I w l 6 i w r MM l fi \fi 8 W 13 w 5i O \9 i Q Y W i Ir v H H 1 iw i I'm v 3% il 1 i k w 1 N w I u Q (Y Q n N! Q i a \9 as w N 1 3 w w T i 28 jwazozaf April 3, 1945. A. c. ALLEN 2,

- FUEL FEEDING sYs'rEu v Filed July 29, 1941 4 Sheets-Sheet 4 lllllllh s All Patented Apr. 3, 1945 FUEL FEEDING SYSTEM Arthur C. Allen, Chicago, Ill., assignor to Stewart- Chicago, 111., a corpora- Warner Corporation,

tion of Virginia Application July 29, 1941, Serial No. 404,540

17 Claims.

My invention relates to fuel feeding systems and is more particularly concerned with a fuel feeding system wherein pressure obtained from the exhaust of the engine is utilized to feed fuel from the main fuel tank of an automobile to the engine carburetor.

An object of my invention is to provide a new and improved f el feeding system for automobiles and other forms of machinery.

Another object of my invention is to provide an improved fuel feeding system which main-. tains a uniform pressure on the fuel for all conditions of engine operation.

Another object of my invention is to provide a fuel feeding system of the class described which will prevent water or water vapor from reaching the fuel tank of the automobile.

Another object of my invention is to provide a fuel feeding system of the class described which will not create an unduly high back pressure on the engine.

a combined muffler and fuel feeding system which will silence the exhaust noises of the engine.

Another object of my invention is to provide a new and improved mumer.

Another object of my invention is to provide a new and improved pressure regulating valve.

Another'object of my invention isto provide a new and improved dashpot for controlling the operation of the regulating valve.

Another object of my invention is to provide anew and improved safety valve.

Another object of my invention is to providea new andimproved fuel feeding system which V is simple, inexpensive. reliable, and durable and has few moving parts.

Otherobjects and advantages will become ap- 4 parent as the description proceeds.

In the drawings:

Figure 1 is a longitudinal sectional view'of an automobile embodyingmy invention;

Figure 2 is a vertical section through the mufand adjacent parts of the fuel feedingkyste formed by a in a plan at right angles to the plane of Figure 2;

Figure 4 is a vertical section taken on the line 4-4 of Figure 2;

Figure 5 is a vertical section 5-5 of Figure 2; and

Figure 6 is a vertical section taken on the line 66 of Figure 2.

In Figure 1 of the drawings I have illustrated somewhat diagrammatically, an automobile indicated generally by reference numeral l0, hav-. ing an internal combustion engine I: provided with a carburetor M supplied with fuel through a conduit it from the main fuel tank 18 located at the rear of the automobile. The engine l2 exhausts into a manifold 20 connected by pipe 22 with muiller 24, from whence the exhaust gases are discharged to atmosphere through tail pipe 26. A conduit 28 transmits pressure from the muiiier 24 to the fuel tank i8, and this pressure is utilized to force fuel through the conduit IE to the carburetor H in requirements.

Referring particularly to Figures 2 and 3, it will be seen that the muffler 24 comprises a shell 30 formed of sheet metal, or other suitable material, and conformed as clearly shown in these figures. This shell includes a rounded inlet portion 32 provided with an inlet opening 34 adapted to receive one end of the pipe 22. The inlet end of the muflier is illustrated as being provided with an encircling band 35 constituting a clamp for securing the muffler to the pipe 22. A bracket 38 attached to this clamp serves as a means for securing the muffler to an adjacent portion of the automobile frame.

The inlet portion illustrated as being taken on the line 32 of the muiiier shell 30 is attached to the cylindrical portion 40 of this shell by screws 42, or other suitable means. The rear of the mufller shell is head 44 which may be welded, screwed, or otherwise suitably attached to the cylindrical portion 40.

Exhaust gases entering the muiller from the pipe 22 pass into the inlet tube 46 of a casting 48, the central portion of which is generally cylindrical, as best shown in Figure 3. The casting 48 provides valve seats to, and 52 for valves 1 N and 56, respectively. These'valves, as best Figure 3 is a view similar to Figure 2, but u I shown in Figure 4, comprise a casting 58 to which sheet metal valve faces 60 and 62 are suitably secured.i The valve faces an and 62 are semi-flex ible and are preferably made of stainless steel disks providing conical portions for engaging the valve seats and I2.

accordance with engine The upper valve face 68 is secured in place by a retainer 64 press fitted or otherwise suitably secured to the upper end of the valve casting 58. The retainer 54 is cut away, as indicated at 66 to permit fiexure of the valve face 60.

The valve face 62 is similarly secured in place by a retainer 68; press fitted or otherwise suitably secured to the lower end of the valve castin 58. This casting 58 is cut away as indicated at it to permit fiexure of the valve face 62. This particular construction of the valve face reduces noise and rattle, and materially contributes to the quietness of operation of the vehicle.

The valve casting. 58 is mounted on a stem i2 attached at its upper end to a dashpot piston it. This piston it is composed of three disks or washers, as clearly shown in Figure 4. The central washer is of smaller diameter than the outinto the tube I08 can likewise drop or flow into a portion of the tube beneath the valve engaging portion of the conical seat I08. These features are important in that they/effectively prevent the side washers, and a pair of piston rings are 10- cated in the groove provided by the smaller diameter of the central washer. These washers are preferably made of Monel metal or similar material to reduce corrosion and are retained in place by retainer is and lugs 18 broached from the upper end of the stem 72.

The piston 'li reciprocates in a dashpot cylinder 80 carried by a strap 82 screwed to the casting 38, as indicated at 86 and B6. The purpose of the dashpot is to prevent undesirable fluttering of the valves 50 and 52.

In order to protect the dashpot against soot and dirt in the exhaust gases, I surround this dashpot with a sheet metal dome 88 likewise attached to the strap 82. The lower end of this dome 88 is cylindrical and fits loosely over the upper part of the retainer 64 so that the dashpot is surrounded by a relatively dead space containing air or gases substantially free from soot,

. carbon, or dirt.

The lower end of the stem I2 passes freely through a central opening in a reactor t@. This reactor is preferably formed of sheet metal and is in the form of a. frustum of a cone. It is Pro= vided with oppositely extending flanges 92 and 95 attached to the lower end of casting 38, as by screws 98 and let. Beneath the reactor 93 is a guiding strap Qt also secured to the lower end of the casting it by screws 98 and Mid.

The lower end of the stem it is engaged and guided by a plurality of, preferably five, clips Hi2 attached to the strap Q6. These clips are pref= erably made of a nickel alloy, such as Inconel. to reduce noise and friction particularly when the stem I2 is covered withcarbon or dirt. I have found that this construction is much superior to a solid bushing in that the clips I02 absorb noise and vibration and reduce frictional resistance to operation of the valves.

Thecasting 48 has an emergency outlet ltd threadedly secured to a tube I08 terminating in an inwardly tapered valve seat I88. An emergency valve I I 6, preferably formed of sheet metal and having a spherical seat-engaging portion, is normally held in sealing engagement with the seat I08 by a spring H2. One end of the spring surrounds a tubular member II4 constituting a part of the valve H0 and the other end of this spring surrounds a pin H6 attached to the head 44 of the mufller shell.

It will be noted that the plane of the valve seat emergency valve IID from being sealed shut by ice, formation in cold weather.

In normal operation of my fuel feeding system, the emergency valve I It remains shut, but if this valve should open, exhaust gases entering the tube I05 would pass through the opening in valve seat- I08 and into chamber H8. This chamber is generally oval in vertical section, as best shown in Figures 5 and 6, and surrounds sleev I28 which, in turn, surrounds the inlet end of the tail pipe 26. Sleeve I20 has an opening I22 formed therein to provide communication between the chamber H8 and the tail pipe 25, whereby exhaust gases passin the emergency valve are discharged through this tail pipe.

When the engine is not operating, the valve 54 rests upon its seat 58 and the valv 56 is substantially in contact with its seat 52. When the parts are cold, the spacing of the valves 5% and as is such that there is a clearance of approximately five thousandths of an inch between the valve 55 and its seat 52. This clearance disappears when the parts are hot, but at no time do both valves make air-tight seals with their respective seats. v

The exhaust gases entering the cylindrical portionof the casting 68 come incontact with the underside of valve 55 and the upper side of valve 56. Because valve 54 is of larger diameter than valve 56.171112 valves are raised from their seats ing 68 and the space In surrounding this casting.

Particularattention is directed to the fact that the valves 5d and 56 each present a conical surface to the flow of the exhaust gases past the valves. These conical surfaces cooperate with the respective valve seats to provide gas passages of predetermined size for each position of the valves. When the valves lie closely adjacent their seats, the exhaust gas flows parallel to the conical valve seats and is discharged through the valves in thin cones. onepf which is an expanding cone and the other of which is a contracting cone.

When the engine is discharging great quantities of ust gases, the pressure in the muffler increases and unless special means were provided the pressure in the casting 48 wouldlikewise increase. The function of the conical reactor 90 casting 48. The exhaust gases passing the lower IE8 is vertical and that any water or other liquid which might collect on the valve beyond the valve seat can drop beneath the valve into the space or chamber 8. Any liquid which might collect on that portion or the valve III! which projects valve 56 strike against the conical reactor and part of these gases are directed upwardly against the lower face of the valve 56 by this reactor. The gases thus directed against the lower face of the valve 56 tend to lift and hold both valves 54 and 56 above their respective seats and thus reduce the differential pressure between the interior of the casting 48 and the space I24 surrounding this casting. The conical shape of the reactor 90 gives the desired lift for the valves 54 and 56 with a minimum of interference with the exhaust gases passing the valve 56.

The gases discharged past the valves 54 and 56 and into space I24 pass through the annular passageway I26 and are discharged through tail form anti-resonant or sound absorbing chambers I32 and I34. In some instances, it is preferable to have the anti-resonant chambers I32 and I34 of diii'ereiit sizes, and this can readily be accomplished'by positioning the partition I30 to pro- 'vide the desired relative sizes of these chambers.

. nular groove I42 in communication with duct I44 in a tubular member I46, having an annular end I48 which surrounds the grooved portion of the plug I36 and is clamped between the head of this plug and the adjacent wall of the casting 48.

, substantially the midpoint of the inner cylindri- "cal shell I28 and cooperates/with this shell to The tubular member I46 is secured to one end of a tube I50, the tubular member I46 and tube I50 being inclined upwardly, as best shown in Figure 2. A second and larger tube I52 encloses the right-hand end of the tube I50, the end I54 of tube I52 being bent inwardly and soldered, welded, or otherwise secured to the tube I50 to prevent escape of gases therebetween. The tube I52 is also inclined upwardly but at a lesser angle than the tube I50 so that the extreme righthand end of the tube I50 is substantially in contact with the upper wall of the tube I52, thereby providing a space I56 into which will flow any water or other liquid which may condense or otherwise collect in the tube I52. The tube I52 extends through the head 44 of the muflier shell, and a short piece of flexible hose I58 of Neo- 'prene, or other suitable material, connects this tube with the conduit 28. A secondhose section I60, which is likewise preferably formed of Neoprenef'or similar material, connects the other end of the conduit 20 with a nipple. I82 threaded or otherwise attached to the filling spout I64 adjacent the inlet end thereof and Preferably at the highest point of this spout;

The inlet end of the spout I54 is closed by a removable cap I66 which is imperforate and which may be provided witha suitable Sealing gasket to prevent the escape of air or gas.

The conduit 28 is inclined downwardly from its point of the filling spout. I04 toitspointofcomnectionwiththe tube I52. This results in all water condensing in the conduit 20 flrwing downwardly in his conduit and into -thetubeli2whereitevenhmllyaccmnulatesin ,thespaoelfiinsteadoifflbwingbackintothe WhentheengineisstoppedthsmisusualU sumcient heat remaining in the mumerparts to vaporize any liquidin the space I54. 'l'hefree sulting vapor through tube Ill, tubular member I46, plug "toasting 48, slightly opal valve 56, and tail pipe 26 to atmosphere. Any

evaporate under normal atmospheric conditions,

. since space I56 is in communication with atmosphere throughout the time the engine is not operating.

The tube I52 and conduit 28 are preferably made of relatively large size in order to reduce the rate of flow therethroughso that any water vapor contained in the gases in this tube and conduit will condense and flow downwardly through the conduit and tube to space I56 instead oi passing into the fuel tank I8. While I have shown the conduit 28 as connected to the highest point of the filler neck I64, it will be understood that this arrangement is not essential. Where it is inconvenient to connect the conduit 28 to the filler neck, a standpipe may be attached to the fuel tank and the conduit 28 attached to the upper end of the standpipe.

My new and improved muiiler 24 is preferably protected by a rust proofing process, such as Metcolizing, which comprises sand blasting, praying with an aluminum alloy and lacquer, and heat treatment at approximately 1400 F. The spring II 2 of the safety valve IIO is preferably made of In'conel and is thus not ail'ected by corrosion.

When the automobile engine is not operating, the pressure regulating valves 54 and 56 assume their closed positions. The emergency valve H0 is also closed. As soon as the automobile engine is started, exhaust gases are discharged therefrom through exhaust manifold 20 and pipe 22 into thepressure regulating chamber which constitutes the interior of the casting 48. This inflow of gas-into this chamber increases the pressure in this chamber, and also causes a flow through plug I36, tubular member I46, tubes I and I52, and conduit 28 to fuel tank l8, producing an increase in pressure in the latter.

The flow through the conduit 28 is very slow and any water vapors in' the gas there condensed will drain toward the water pocketI56 provided between tubes I50 and I52.

I have found that in the ordinary automobile a pressure of two pounds per square inch above atmospheric pressure is sumcient to force .fuel

be understood that these .valves can be designed towe anydesiredpressure inthe fueltank l8 and that my invention is not limited to a structure which will maintain a two pound presanyliquid- 4 automobile engine.

sure in this tank. Those familiar with the art will, of course, appreciate that it E desirable not to maintain a presure greater than necemary to supplytheenginewith adequatequantifiesof fuel, since any excess of pressure produces unnecessary and undesirable backpressure on the wh'enthe pressure intheregulating chamber rises to two pounds above atmospheric manure, the valves 54 and 56 move upwardly away from their respective seats and the exhaust Mite l q pthespacelltmtsonporhedmiy" discharged between these valves and their valve seats. Upward movement of the valves". and

58 is accompanied by a corresponding upward exhaust.

The valves 54 and t, cooperate with their respectlve seats efiectivelyto muflle the sound of the exhaust when the engine is idlingor operat ing at low load. This muifiing effect of the valves and their seats is. attributable to the pressure and temperature drop of the exhaust gases as they pass the valves and to the further fact that under 4 I 1 2,872,700". I i

to be frozen shut. The continued flow of gases through the emergencyvalve will result in heatthereon and temporarily rendered the valves inway I26 to tail pipe 26 from whence they are dis-- charged to atmosphere. The sound absorbing chambers I32 and I34 are preferably designed to eliminate sound effects from the exhaust gases at higher engine loadswhere the regulating valves arelncapablelof completely silencing the engine The'gases discharged past the lower valve 56 impinge upon the reactor 90 and some of these gases are redirected against the lower side of the valve 56, thereby tending to lift both valves 54 and B G from their respective valve seats. This lifting effect is negligible when the engine is idling, or otherwisedischarging relatively small volumes of exhaust gases, but as the volume of exhaust gases increases this lifting effect likewise increases and reduces the differential pressure between the regulating chamber and the space I26. This is important in counteracting the effect of the increase in pressure in the space i2 3 due to back pressure in the muflier shell when the engine is discharging large quantities of exhaust gases. "The result is that the pressure in the regulating chamber'and likewise in the fuel tank remain atthe predetermined value for all conditions of engine 1 operation.

Continued engine operation causes the muiiier to heat up and vaporizes any water in the trap I56. The vaporization of this water causes an increased pressure at this point which drives the water vapor through tube 850, tubular member I45, and plug I36 to the regulating chamber whence it mixes with the exhaust gases and is discharged through the tail pipe. This is an important feature of my invention as it prevents 1 any condensation from collecting or remaining on the regulating valves where subsequent freezing of such condensate might cause the regulating valves to stick and render them inoperative,

at least temporarily.

The regulating valves 54 and 5 8, and their asso clated valve seats, are preferably designed so that little or no liquid can c'ollect at the'contact areas between the valves and valve seats, even if some condensation takes place in the pressure regu lating chamber. If, however, valves 54 and 56 operative, will be melted. As soon as this occurs, the regulating valves will resume normal operation and the pressure in the regulating chamher and fuel tank will drop to the predetermined value for which the fuel feeding system is designed to operate. The increased 'pre'ssure'obtaining in the fuel tank while the exhaust is be ing discharged through the emergency valve will not result in over-supply of fuel to the engine cardioxide, both of which are incapable of chemicalv reactiornwith the gasoline. Even when the pressure in the. gasoline tank is dissipated, most of the gases remaining therein are nitrogen and carbon dioxide. Both the dissipation of the pressure in the fuel tank when the engine is not operating and the maintenance of predominantly non-inflammable gases therein at all times, materially contribute to the safety of my fuel feeding system. 1

While I-have described and illustrated-a preferred embodiment of my invention, it will be understood by those skilled in: the art that my invention may be embodied in numerous other forms and that the appended claims are not to be limited to the particular form illustrated and described in detail herein.

I'claim: I I

1. In a fuel feeding system for supplying fuel from a fuel tank to an internal combustion engine havingan exhaust pipe, a valve in said pipe biased toward closed position and functioning to maintain a pressure in said pipe when said engine is operating, means beyond said valve acted upon by gases flowing past said valve to cause said gases to tend to open said valve, and means communicating pressure'maintained by said valve .bustion engine having an exhaust pipe and supplied with fuel from a fuel tank, the combination of a differential valve for maintaining pressure should fail to open under the predetermined pressure for which they-w'eredesigned, the pressure in the regulating chamber and emergency; exhaust tube I06 will build up until the emergency valve I I0 opens. This emergency valve can be set for any desired pressure and I have found that entirely satisfactory. results are obtained where this emergency'valve is, set to open at a I pressure approximately one pound greater than in said exhaust pipe when said engine is operating, said valve being biased toward closed position, a cone in the path of gases discharged past said valve positioned to redirect said gases against said valve to increase the opening of said valve,- whereby the pressure maintained by said valve is uniform for all conditions of engine operation,

and means communicating pressure maintained by said valve to said fuel tank to force fuel there-.

' from to said-engine.

the predetermined pressure for, which the pressure regulating valves are designed to open and maintain.

' As I have previously pointed out, the emergency valve and its seat are designed to prevent the accumulation of water or ice adjacent the contact areas of the valve and valve'seat, and tests which I have conducted indicate that it is impos- 3. In a fuel feeding system for an internalcombustion'en e having an exhaust pipe and sup.-

plied with fuel from a fuel tank, the combination of a valve in said exhaust pipev for maintaining fluid pressure therein, a dashpot connected to said valve and preventing undue vibration thereof, means to protect said dashpot from carbon, soot, nd dirt in the exhaust gases, and means sible, or practically so, for this emergency valve I V will collect in said trap,

' bustion engine having an exhaust bensaidvalvehavingaconical ina communicating pressure maintained by said valve to said fuel tank whereby fuel is forced to said engine.

4. In a fuel feeding system for an internal combustion engine having an exhaust pipeand a fuel tank from which said engine is supplied with fuel, the combination of a valve in said exhaust pipe, said valve comprising a seat, a valve body movable toward and from said seat, a conical semiresilient face attached to said valve body for flexing movement relative thereto, guide means aa'ranoo for said valve body comprising a stem and a plurality of resilient fingers engaging and positioning said stem, and means communicating pressure maintained by said valve to said fuel tank whereby fuel is forced to said engine.

5. In a fuel feeding system for an internal combustion engine having an exhaust pipe and supplied with fuel from a fuel tank, a pressure reg-. ulating valve in said exhaust pipe for maintaining a predetermined pressure therein, means ccmmunicating the pressure maintained by said valve with said fuel tank whereby fuel is supplied therefrom to said engine, and emergency valve means effective upon sticking of said regulating valve to permit the discharge of exhaust gases from said engine.

- 6. In a fuel feeding system for an internal combustion engine having an exhaust pipe and supplied with fuel from a fuel tank, the combination of a pressure regulating valve in said exhaust pipe, conduit means communicating with said exhaust pipe between said engine and said valve, a filler spout for said fuel tank. means connecting said conduit means with :said filler spout at a point above said fuel tank, said conduit means being inclined downwardly from its point of connection to said filler spout to its point of connection with said exhaust pipe,and a water trap in said conduit means for collecting water condensed therein.

7. In a fuel feeding system for an internal combustion engine havin an exhaust pipe and supplied with fuel from a fuel tank, the combination of a mufiier connected to said exhaust pipe, a pressure regulating chamber in said mufller, a valve in said chamber for maintaininga predetermined minimum pressure therein when said engine is operating, conduit means connecting said pressure regulating chamber with said fuel tank, said conduit means being inclined upwardly from a point adjacent said chamber to a point adjacent said fuel tank, said conduit means having a portion surrounded by said muffler, and a water trap in said portion of the conduit means whereby water condensed in said conduit means be vaporized by continued engine operation and will pass into said regulating chamber and be discharged through said valve.

8. In a, fuel feeding system for an internal compipe and supplied with fuel from a fuel'tank, the combination of a pressure regulating chamber communicating with said exhaust pipe, a valve controlling diswhen said'engine is operating, an emergency valve forming a separate outlet for said champart terminating whereby the pressure maintained by said valves is communicated to said fuel tank to force fuel to said engine.

9. In a fuel feeding system for an internal combustion engine having an exhaust pipe and supplied with fuel from a fuel tank, the combination of a muffler connected to said exhaust pipe, said muiller 'having a shell of sheet metal, a casting located in said shell and providing a pressure regulating chamber, a pressure regulating valve controlling communication between'said chamber and the interior of said shell, a cylinder located in said shell and spaced from the walls thereof by inwardly projecting portions of said shell, said shell and cylinder providing an annular passage way for exhaust gases, a partition in said cylinder cooperating therewith to provide a pair of anti-resonant chambers, a tubecommunicating with said regulating chamber and extending through said anti-resonant chambers, an emergency val've normally closing said tube, a rearward extension on said mufiler enclosing said emergency valve and providing a lateral passage for gases discharged therepast, a tail pipe connected to said extension and receiving gases discharged through said annular passageway and past said emergency valve, a tubular stud extending through a wall of said casting, a first tube connecting to said stud and communicating therethrough with said pressure regulating chamber, a second tube telescoped over said first tube, said tubes having parts lying in said anti-resonant chambers and constituting a water trap therein, said tubes being inclined upwardly at different angles, and upwardly inclined conduit means connecting said last-named tube with said fuel tank whereby pressure in said' regulating chamber is communicated to said fuel tank and water condensed in said conduit means drains into said'water trap, is vaporized therein by gases passing through said muffler, and the resulting vapor is discharged through said regulating cham' her and past said regulating valve. 10. In a fuel feeding system for an internal combustion engine having an exhaust pipe and supplied with fuel from a fuel tank, the combination of a casting connected to said exhaust pipe and providing a pair of spaced valve seats and a pressure regulating chamber located therebetween, said valve seats being of different diameters, a differential valve having valve faces for engaging said seats,. said differential valve being movable toward and from said seats in, a vertical direction and being urged toward said seats by its own' weight, a valve stem attached to" said valve, a dashpot piston attached to the upper end of said valve-stem, a dashpot cylinder attached to said casting and, receiving said piston, a dirtvalve seat located in a vertical plane, and a substantially hemispherical valve member coopcrating with said'seat whereby freezing of said valve is eliminated, and a conduit connecting said pressure regulating chamber with, said fuel tank .pipe when saidengine is operating, 76

excluding enclosure for said dashpot comprising a cover attached to said casting and a portion of said differential valve slidably cooperating with said cover to exclude dirt from said dashpot, a reactance cone surrounding the other end of said valve stem and attached to said casting, a guide member attached to said casting adjacent said cone, resilient fingers carried by said guide memher and engaging said stem, and a conduit connecting said pressure regulating chamber with said fuel tank.

11. In apparatus of the class described the combination of the main exhaust pipe of an internal combustion engine, a pressure regulating valve for maintaining a pressure in said exhaust means for varying the biasing of said valve for different taining pressure engine is operating, a second combination of an exhaust conditions of engine operation, and means for communicating the pressure maintained by said valve to a point of utilization. 1

12. In a fuel feeding system for an automobile having a forwardly located internal combustion engine and a rearwardly located fuel supply tank for said engine, the combination of an exhaust pipe for said engine, a valve for. maining with said exhaust pipe between said valve and engine, a flexible hose connected to said second pipe, a conduit connected to said hose, an upwardlyextending pipe connected to said fuel tank. a second flexible hose connecting said con- (wit to the upper end of said'last-named pipe,

a trap associated with said second pipe and adapted to receive liquid condensed in said conduit, and

heating means for vaporizing liquid collected in said trap.' I

1391p apparatus of the class described the pipe for an internal combustion engine, a valve in said exhaust pipe, said valve being biased toward closed position to maintain a pressure in said exhaust pipewhen the engine is operating, means for utilizing the pressure maintained in said exhaust pipe, a conduit connecting said means with said exhaust pipe intermediate the engine and said valve, and means responsive to an increased flow of exhaust in said exhaust pipe when said pipe communicat- I Ill 1 in said mufiier, a tail combustion enginesupplied with fuel from a tank, means for forcing inertexhaust gases of operation of said pressure regulating valve,

sure on said gases when said engine ceases to operate.

15. In a' fue feeding system for an internal fuel said pressure regulating valve, whereby heat from melt any ice interfering with the conduit means transmitting the pressure maintained by said pressure regulating valve to means for utilizing said pressure.

l'hln a fuel feeding system for an internal combustion engine having an exhaust pipe and supplied with fuel from a fuel tank, the combination of a mufller, a pressure regulating valve pipe connected to said mufl iler, anti-resonant chambers interposed between gases past said valve for reducing the .differential pressure across said valve.

14. In a fuel feeding system for an engine supplied with combustible fuel contained in a tank, means forv forcing gaseous products of combustion into that part of sure for maintaining said gases compressed durthe fuel tank not filled with fuel, and asingle means responsive to gas pressaid valve and said tail ipe, said valve andantiresonant chambers cooperating to muille the exhaust gases'discharged, by saidengine, conduit means communicating pressure maintained by 85 said valve with said fuel tank whereby fuel is supplied to said engine, said conduit means having engine operationand/for relieving the presing a part lying in heat exchange relationyo said anti-resonant chambers whereby liquid co densed in'said means is vaporized.

ARTHUR -c.' ALLEN. 

